Automatic parking device



Oct. 27, 1959 E. E. PRATHER 2,910,326

AUTOMATIC PARKING DEVICE Filed July 2, 1956 2 Sheets-Sheet l oct. 27, 1959 E. E. PRATHER 2,910,326

AUTOMATIC PARKINGQDEVICE Filed July 2, 1956 2 Sheets-Sheet 2 TZ i 1N V EN TOR.

United States Patent O AUTOMATICPARKING DEVICE Edwin E. Prather, South Bend, Ind., assiguor to Bendix Aviation Corporation, South Bend, Ind., a corporation of Delaware Application July 2, 1956, Serial No. 595,192

3 Claims. (Cl. 303-63) iary source to automatically and completely apply the` brakes when the normal supply would no longer be capable of doing so.

A further object of the invention is the provision of a new and improved braking system of the above -described type in which the automatic application is be'- yond the control of the operator of the vehicle'to insure that the vehicle comes/to a standstill and the failure of the normal braking system is investigated.

A further object of the invention is the provision of a new and improved braking system of the above described type in which the automatic application takes place gradually such that the vehicle can be kept under control at all times. g Y

Another object of the invention is the provision of a new and improved pneumatically actuated automotive braking system powered-by a fluctuable pneumatic pressure supply diiering from atmospheric pressure and comprising a reservoir connected to and fed by the iiuctuable pressure supply, means isolating the reservoir from its supply when the differential pressure between the supply and the atmosphere decreases below that between the reservoir and the atmosphere, and means for automatically isolating the normally used brake applying control valve and communicating the reservo-ir to the vehicle brake applying iluid pressure motor to provide p' a complete applicationtof its brakes when the differential between the atmosphere and the normal pressure supply would no longer be capable of doing so.

A still further object of the invention is the provision of a control valve which will perform the above stated functions; which is inexpensive to manufacture, rugged in construction, and eiiicient in operation; and which can be added to existing systems.

Further objects and advantages will be apparent to those skilled in the art to which the invention relates from the following description of the preferred embodiment described with reference to the accompanying drawings forming a' part of this specification, and in which:

Figure l is a schematic drawing of a portionlof the pneumatic power actuating system for the brakes of an automotive vehicle; and

Figure 2 is a cross sectional View of a control valve used in the system shown inFigure l. i

The braking system shown in Figure l generally comprises a foot pedal lever operated master cylinder A, the` 2,910,326 Patented Oct. 27, 1959 ICC hydraulic output of which is communicated through line 10 to a pneumatic uid pressure servo-motor B of well known construction, and thence through the hydraulic output line 12 to the wheel cylinders, not shown, of the tractor portion of a tractor-trailer truck. The hydraulic cylinder portion 14 of the servo-motor B is of a type containing a check-valved passage in its power piston which permits pressure from the master cylinder A to be communicated directly to the tractor wheel cylinders when the servo-motor B is not power actuated. The servo-motor B is also provided with internal passages which communicate the hydraulic input signal from the line 1t) to a hydraulically actuated pneumatic control valve 16 integrally mounted on the unit. The control valve structure 16 regulatesthe How of compressed air to the back side (left side as seen in Figure l) of the power cylinder 1S of the servo-motor B and thereby causes the hydraulic output pressure of line 12 to be intensied by an amount approximately directly proportional to the intensity of the input signal of line 10. For a more complete understanding of the construction and operation of the servo-motor B shown in the drawings, reference may be had to Patent 2,661,598 issued to T. H. Thomas.

The pneumatic pressure supply system for the servomotor B will generally include an air compressor (not shown) driven by the tractor motor. Air under pressure from the compressor flows through line 20 to a wet tank 22 where entrained moisture is separated, and thence through line 24 to a reservoir 26 adapted to smooth out pulsations in the system. Clean dry air is communicated to the trailer of the tractor trailer truck by means of line 28, only a portion of which is shown, and to the servo-motor B by means of line 30. A branch line 32 also supplies clean dry compressed air to a hand control valve 34 mounted upon the steeiing column of the tractor, and which is adapted to provide controlled air pres- -sure for the brakes of the trucks trailer portion through :line 36. Clean dry compressed air is also supplied to an auxiliary reservoir 38 through branch lines 4? and 42, and check valve 44. Air pressure in the port-ion of the system upstream of the check valve 44 normally iiuctuates with usage and may be seriously depleted by mechanical failure in the supply system. The check vaive 44 is so arranged as to close off communication between the auxiliary tank 3S and the line 40 when pressure -in the line 40 decreases. Air pressure stored in the vauxiliary reservoir 38 is not normally used to actuate the brakes of the vehicle, and will therefore remain at an intensity comparable to the maximum put out by the vehicle air compressor.

According to the principles of the present invention there is provided valve means interpositioned between the control valve 16 and the servo-motor B which will overrule control by means of control valve 16 and automatically dump high pressure air from `the auxiliary reservoir 38 into the servo-motor B to provide an application of the brakes of the vehicle.f

Referring to Figure 2 of the drawings, it will be seen that the valve means C comprises five aligned chambers 50, 52, 54, 56 and 58. A movable wall or diaphragm 60 is provided between chambers 50 and 52, and the center of the diaphragm is attached to an axially extending rod or valve member 62 which projects through chambers 52 and 54, and well into chamber S6. Suitable pneumatic sealing means 64 and 66 are provided in the partition members 68 and 70 through which the valve member 62 extends; and the end of the rod 62 is drilled out to provide passages 72' and 74 for normally communicating chamber 54 with chamber 56. The partition member 76 between the chambers 56 and 58 is provided with an opening or valve port 78 therethrough which is normally closed ot by a poppet lS positioned in the chamber 58 and biased against the partition 76 by means of a coil spring 82. Thedrilled end of the movable valve member 62 is normally held yout of engagement with the poppet valve 80 by means of a coil springV 84 interpositioned between the diaphragm 60'and the rigid partition 68 such that chambers 54 and'56 will normally be communicated. Upon movement of the movable valve member 62 to the right as shown in the drawing, the

mal service pressure is communicated to the chamber 5:2 on the opposite side of diaphragm 60 by means of connection 94.

During normal operation of the unit, output pressure from the control valve 16 of the servo-motor passes Vthrough line 96 to the v control means C and thence `through line 9S rto the back side of the servo-motor. Communication between lines 96 and through drilled passages 72 and 74 of the movable valve member 62 so long as the service air pressure in line 94 is maintained at a value within a predetermined diierential from the pressure in line 90. Diahragm 60 and spring 84 are so proportioned and constructed as to require a predetermined differential pressure between the Inormal pressure in chamber 52, and auxiliary pressure in chamber 50 before overriding control valve k16 and automatically applying the vehicle brakes. Too fast an application of kthe vehicle brakes may be prevented by an orifice plate or disc 100 having a suitably sized opening 102 therein and positioned in the auxiliary supply line between the reservoir A38 and chamber S8.

Air compressors currently being used in automotive braking systems are provided with control means, sometimes lcalled unloaders, which regulate the maximum pressure which the compressor puts out. The auxiliary reservoir 38 therefore will normally be held at a subs tantially constant pressure corresponding to that at which the unloader Vor control device is set. For this reason the pressurel at which the control means C operates to automatically apply the brakes will for all intents and purposes be a predetermined or set pressure. Diaphragm 60 and spring S4 will normally be sized to make this predetermined pressure coincide With the minimum pressure at which normal braking of the vehicle can be had.

While the present invention has been described as embodied in a pneumatic powered braking system using compressed air as the actuating medium, it will be apparent that the invention may also be embodied in vacuum actuated braking systems. For the purposes of this specification and claims, it will be understood that the terms pressure or pressure energy includer pressures or pressure energy kat a level below as Vwell as above atrmospher-ie pressure.

It will be. seen that the objects and advantages enumerated as well as others have been achieved. While the preferred embodiment of the invention has been described in considerable detail, I do not wish to be limited to the particular construction shown whiclrmay be varied within the scope of the invention; and it is the intention tocover hereby all adaptations, modifications, and

arrangements thereof which come Within the practice of those skilled in the art to which the invention relates.

98 continues I claim:

l. In an automotive braking system and the like powered by pressure differential: a fluid pressure motor having a power chamber therein, a movable wall dividing said power chamber into opposing chambers into which opposing chambers pressures of different intensities are admitted to actuate the movable wall, a generally constant source of pressure for communicating to one opposing chamber during actuation of the fluid pressure motor, a normally used but variable source of pressure of a ldifferent intensity from said generally constant source for communicating to the other opposing chamber during actuation of the movable wall, an auxiliary supply of pressure ,for communication with said other opposing chamber, meanswforfnormally actuating said tluid pressure motor by communicating said generally constant source of pressure to said one opposing chamber while communicatingl'siaid variablesource of pressure to said other opposing chamber, means which when in one position causes said rst mentioned means to be opera tive to actuate said movable wall and which when in a second position prevents said 'rst mentioned means from actuating said movable wall while introducing said Vsaidpovver'chamber into opposing chambers into which opposing chambers pressures of different intensities are admitted to actuate the movable wall, a generally constant source of pressure continually communicated to one opposing chamber, a normally used but variable source of pressure of a diiierent intensity from said generally constant source for communicating to the other opposing chamber during actuation of the fluid pressure motor, an auxiliary supply'of pressure for communication with said other opposing chamber, a control Valve for Anormallyactuating said iluid pressure motor by communicating ysaid variable source of pressure to said other opposingvchambe'r," means which when in one position communicates said control valve to said other opposing chamber and which when in a vsecond position valves olf said control valve from said other opposing chamber and communicates said auxiliary supply of pressure to said other 'opposing chamber, and means causing said first mentioned means to be moved into its second position when the pressure differential between the pressures of said generallyconstant source andA said variable source falls below a predetermined amount.

f3. Iny an automotive braking system and the like powered by pressure differential between the atmosphere and some other source the pressure intensity of which fluctuatesra fluidpressure motor having a power chambertherein, amovable wall dividing said power chamber into opposingchambers into which opposing chambers pressures of different intensities are admitted to actuate the movable wall means continually communicating atmosphe'rie pressure to one oflsaid opposing chambers, a control valve for normally actuating said movable wall by communicating Vsaid pressure'source which tiuctuates 'to saidfother"opposing chamber, lan auxiliary reservoir suppliedwith pressure from said source of pressure, means isolating said auxiliary reservoir from said source when the pressure diiferential between the atmosphere and the pressure in said reservoirexceeds that between the atmosphere and the pressure of saidA source, Valve means which when in one V'position communicates said control 'valve tdsaid other opposing chamber and which when in a second position? communicates the pressure of said 5 auxiliary reservoir to said other opposing chamber, and means causing said valve means to be moved into its second position when the pressure differential between the atmosphere and said variable source fails below a predetermined amount.

References Cited in the le of this patent UNITED STATES PATENTS 1,403,290 Catching Ian. 10, 1922 6 Kuiper Oct. 29, 1940 Hollerith Mar. 28, 1950 Stegrnan July 14, 1953 Thomas Dec. 8, 1953 Jenkins June 8, 1954 Hupp Mar. 8, 1955 Renaudie Jan. 1, 1957 

